Catamaran.



M. PHILLIPS.

CATAMARAN.

APPLICATION E'ILED MAYZZ, 1911.

Patented M2112, 1915.

3 SHEETS-SHEET 1.

M. PHILLPS.

Y CATAMARAN. APP-LIOATION FILED MAY 22, 1911.

Patented M3122, 1915.

3 SHEETS-SHEET 2.

'ME MORRIS PETERS CD.. PHGTaLITHO.. WASHINGTON. D. C.

M. PHILLIPS.

CATAMARAN.

APPLIOATION HLBD MAY'zz, 1911.

Patented Mar. 2, 1915.

3 SHEETS-SHEET 3.

THE NoRRls PETERS C0., PHOTO-LITHOA. WASHINGTDN, D. C.

` videdwith bearing blocks, A2, against which by supporting Vthe deck, as described, upon niarrn s CATAMARAN.

Specification of Letters Patent.

Patented nai. e, i915.

Application led May 22, 1911.. SeralNo. 628,658.

To all whom it may concern.'

Be it known that I, MARCUS FHiLLirs, a citizen of the United States, residing at Chicago, in the county of Cook and State oi Illinois, have invented new and useful In provements in Catamarans, ot' which the following is a specification, reference being had to the accompanying drawings, forming a aart thereof.

The purpose of this invention is to provide in a catamaran or boat having two hulls,

novel means oi propulsion and steering, in?` the boat to be used tion taken as indicated at line on Fig. 3."y Fig. 5 is ay detaily of theswiveled `fulcrum block for the motor lever. 6 is a sectional view of the same taken .as indicated atline (5f-6 on Fig. 5. Fig. rTis a detail of, the adjustable connection between the motor f lever and the connecting rod.k Fig. 8 is a section taken as indicated at line 8--8 on Fig. 7. Fig. 9 is an `elevation of the sternk of one of thehulls, being a section taken as indicated at line 9-9 on Fig. 10. Fig. 10

is a stern viewJ of the parts illustrated in` Fig. 9. Fig. 1l is a detail section taken as` indicated at line 11-11 on Fig. 10.

Referring to Fig. l, it will be seen that the catamaran here illustrated is similar. in a general way to that shown and described in my pending` application Serial No..514,86l, filed August 27th, 1909. It consists of a pair of hulls, A, connected together Lby laterally extending couplings, B, each formed of a piece of heavyspring rod coiled at two places, B1, aroundr wooden cores, C, the straight portion.` B2. of the rod intervening between these coils, B1., occupies the interval between the hulls, serving to space them apart, while the ends. Biot therod -extending outwardly from the coils, B1, engage the hulls for connecting them. As' illustrated, these ends, B3, pass through the co'amings,l

A1, of the respective hulls `which are pro- 'iexibility in the connections, allowing each hull a limited amount kof movement inde.

pendent of the other hull, and thus rendering the entire craft better adapted forV riding any waves or rough water. The present con struction differs from that of said application in that the members, B3, extend completely across each hull, throwing the strain upon itV more-as 'a whole than when they are connected to one side only of the hull; and the two connectors, B, located near each end of the hulls, are placed so that the portions, B2, are spaced apart by the coils, B1, instead of lying adjacent Vas in the older arrange ment, thus allowing somewhat easier action during iiexure and eliminating friction between tlie portions, B2. In addition to these flexible couplings there is provided at each end a connector, D, composed of an angle iron having each endsecured to the stem or stern posts of the hulls, as the case may be,

by means of a screw, E, engaging a horizon-l tal slot, D1, this detail ofy construction being iullyv illustrated in'Figs. 10 and l1. The purpose of these angle iron crOSS'beamS, D, is not so much to connect the hulls as to serve .as supports 'liorthe forward deck, F,

cores, C, in the stern coils, B1, do not extend y materially beyond the limits of the coils,

serving merely to prevent distortion of the` latter away from their proper axes.

The forward deck, E, and the rearwardly extending frame, G, constitute a substantially continuousy unitary structure connectingl they front and y,rear cross beams, D. These beams being pivotally connected to the hulls at bow and stern, respectively, and at the longitu,y dinalV axial lines of the hulls, 'it will beseen.

that when the hulls rock about their longil tudinal axes toward and from eachother, the coils, B1, and the portion of the rods of which they are made which extend across the interval between the hulls will move up and down relatively to the beams, D, and that ii' the deck were lodged only on these'rods,

it would be -constantly subjected to the ymaximum rising and falling movement resultingfrom the rocking of the hulls; but

thev beainsfB, which arey in i turn supported lat the longitudinal axesrof the hulls, the

minimum rising and falling movementv of the deck results from the rocking of the hulls; and in addition to this advantage,

there-is obtained'tlie further advantage that as the hullsY rocking about their axes swing upward 'attheir inner proximate sides, the transversely-extending portions, B2, of the connectors, B, Vare-carried upward against theunder side of the deck andche'cked thereby,'the deck 'tending to 'be bowed 'upward longitudinally to some extent and to operate to "limit 'the rolling or` rocking of the hulls.V By'extending the wooden fcores, C, KVof the forward 'coils forward to the forward: cross `beam,'D, and attaching them to that vcross beam, 'the transversely extending portions,

B2, vof the forward connectors',arezkept in' the saine' plane with theforward transverse beam, D, in thefp'rocking ,of the hulls; and

thereby when the hulls rock upward at their proximate sides, the transversely vextending portions, B2, of 'both of the forward connectors are' made to 'bear upwardly against "the .underside ofthe deck and share the load f and vdutyV of checking the rocking, as above described. This is not important at they vrear,where the' 'deck is reduced'to the mere frame boards, Gr, vbecause the load upon the structurev intermediate the hulls is carried.

chiefly at' 4'the forward portion where ythe deck isconipllete. J ust forward of the mid dl'ey l,seat is each hull theree'xtends a connecting rod, H,`of somewhat heavier maite-p its being rocked about j'the tie -rod in a veitical plane. *The upper side of the casting, J, Vis formed with a journal cup, 34, carrying a fj ournal lbushing, J5, vsecured the ein 'by one or more set screws, JG. Intothis'cup lextends the short stud axle, L1, Vof the 'driving gear, L, of the motor; a flange, L2, at the lower end of the axle is engaged 'by the bushing` J2 and the driving gear .is thus prevented from coming 'out of its bearing. ,In order to v obtain this -arrangement, the bushing must be inserted into the cup, J, with the axle, having been previously applied thereto; such application would be accomplished by splitting the bushing, as indicated. at, J7, in Fig. 4, and spreading it,sufficientlyto"` embrace the axle, L'l, after .whichfsince it would be of comparatively soft material, it

l couldbe pressedv snugly about thexaxle and inserted into the cup, J4, into which it would then be securedby the setV screws, JG. rl`he journal cup, J4, is also provided with a grease cup,- JS, for supplying lubricant to this lprincipal bearing of the motor. VRigidly secured to the sliaft,rK, is` the driven'gear,

M, 'meshing with the driving gear, LgpandY upon the extreme end ofthe shaft there isv Y mounted a flywheel, N, keyed thereto by a screw, N1, set Vinto the end of the shaft so as Y to engage both tlie'shaft Yandthe hub of the' The fly wheel is socupped orhollowed out as to completely contain the Y 'driven gear, M, within'tlie limits of'its ex? fly wheel.

tent along theaxis ofthe shaft.- Y This design not only affords compactness of arrangement, but as may be notedby a coiisi'derationv of the plan view of Fig. 1, it constitutes the rii'n -of the fly wheelv a guard foi'fthe inter- 'meshing gears, L and lvlfsincewith. the

directional relations as indicated `,by the arrows on said figure, it is evidentthat'if the hand or clothing of a passenger should be engaged by the driving wheel', L,'aiid carried toward the point where itenteis the hollow of the ily \vheel,l\l, it would tend to be carried away from this point Yand out of danger, by thevdirection offrotation of the fly wheel. Theily wheel Valso serves as lahood to protect the Ygear, lvl, from rain, andinthis connection it maybe noted thatthe entire design ofthe motor is such as Ato forestaliV Vany trouble from lthis source, Ythe driving gear, L, being smooth Vand fiat-on top and at, O1, nearer one end than the other,gso that in the'jcase of two operators, the one using the handle, 02, has a considerably greater leverage and longerrswing than the one at,

O3; it has been found, however, that ,foro'rf dinary vpurposes the 'motor' is sufficiently powerful when operated `by ,oneV person only, so the handle, "O3, would notjoften beibro'ug'ht into service.V lii order to -make the action somewhat easier, by not confining itte vvan absolute plane, the lever isv pivoted in a sw'iveled block, P, shown in detail in Figs.

5 and 6, whose horizontally extending jour-` nal studs, carried in bearings, Q, perm-ith vertical movement of Ythe operating handle, resulting'in anraction somewhat similar `to that experienced vin rowing. The bearings,

Q, Vare shown "mounted upon the ends 4of the frame members, Q1,which support at their ogposite'ends segment, Q2, shod withk a wearingplate forthe lever, '0. r`llhe'fram'e Y members, Q1, are 'bolted rigidly tojthe rearwardly extending frame boards, vG', whose forward 'ends llie lapping the yrearwardly extending portion of the deck, F, just over the tie rod, V'Since'the lever,`O, vmay be carriedout' ofthe 'planeoffthe driving tgear, L,

eitherI` by the'moveinent "oflthe hulls, A, releffectually hooding itsownjournal hearing.v As shown, the operating lever, TO, is pivot-ed 'iio ative to each other, or by such operation as is permitted by its swiveled-pivot, O1, the connecting link, B, is provided with a joint at, R1, near its connection with the crank pin, L3, of the driving gear.

To permit of varying the stroke and leverage of the operating lever, O, there is provided therein a slot, O4, in which may be clamped at any position throughout its length the pivot pin, R2, through which the connecting link, R, isV driven by the lever. In order, however, that such readjustment may notdisturb the relation of the range of movement of. the lever to the seat occupied by the operator, and thus interfere with convenience of operation, the connecting link, R, is provided with a series of holes, B3, to the proper one` of which the pivot pin, R2, may be moved tofcorrect any change of angle of the lever, O, resulting from a change of position of the pin, R2,

in the slot, Rt. These details are shown on an enlarged scale in Figs. '7 and 8. v

Passing now to Figs. 9 and 10, it may be noted that the propeller shaft, K, carrying the propeller, S, extends obliquely downward from the motor into the water in its normal driving position, indicated in dotted lines in Fig. .9. Just forward of the propeller, the shaft is supported in this position in a stirrup, T, pivotally hung from brackets, T1, secured to the cross beam, D, at the stern of the craft. For removing the propeller from the water, in case shallows are encountered or some other means of propulsion is to be employed, there is provided a handle, T2, connected to the stirrup, T, by a link, T3, and extending downward through a slot, T4, in the plate, T5, which appears in Fig. l, mounted upon the converging frame boards, Gr. By pulling up on this handle, T2, until the shaft, K, comes to the horizontal position, indicated in full lines in Fig. 9, and then swinging the handle down over the post, T", and fastening it down by means of the pivoted button, T7, the shaft may be securely locked in such elevated position with the propeller, S, clear of the water. This raising of the propeller shaft results in no bending or distortion of the shaft, since the journalVv casting, J, is pivotally connected to the tie rod, H, at, J2; neither is the relation of the gears, L and M, disturbed, inasmuch as the entire motor, exclusive of the lever, O, and its connecting rod, R, is carried by the journal casting, J, and the shaft therein, so that it swings as a whole about the tie rod, H, when the propeller is raised above the water line. The change of angle of the crank pin, L8, relative to the connecting rod, R, is permitted by the pivotal connection in the connecting rod at, R1.

Figs. 9 and 10 in connection with Fig. 1, also illustrate the steering devices for this catamaran, which comprise a pair of rudders, U, pivotally mounted, one at the stern of each hull, A, and connected for simultaneous operation by rods, U1, extending from bell crank arms, U2, on the rudders, respectively, to the opposite ends of a tiller lever, U3, pivoted at its lmid-point on a cross member, Ucarried by the frame boards/G.

I claim 1. In a catamaran, in combination with the two hulls, members laterally connecting said hulls, each comprising a rod formed with spring coils at two places in its length, such connectors being employed in pairs positioned with the corresponding middle portions between the coils separated longitudinally of the hulls and occupying the interval between them, the coils lying within the fore and aft interval between said middle portions, and the extending ends of the coils engaging the respective hulls in pairs adjacent to each other.

2. In a catamaran, in combination with Y said hulls, each comprising a rod formed with spring coils at two places in its length,

the portion of the rod between said coils f occupying the interval between the hulls and the extending end of each coil projecting transversely of one of the hulls and engaging said hull at both sides thereof.

3. In a catamaran, yin combination with the two hulls, members laterally connecting said hulls, each comprising a rod formed with spring coils at two places in its length,

such vconnectors being employed in pairs,

and a deck positioned in the interval be-V tween the hulls and supported upon said transverse end beams.

5. In a catamaran, in combination with two hulls, flexible connectors joining said hulls and laterally spacing them apart; beams which connect the two hulls at their forward and rear ends, said beams being pivoted to the hulls substantially at the ends of their longitudinal axes, whereby each hull is kadapted to rock about its said axis, and a deck positioned in the interval between the hulls and supported upon said the two hulls, members laterally connecting f ioo transverse end beams, said deck intermediate its ends being lodged upon said flexible connectors.

6. In a catamaran, in combination with two hulls, 'flexible connectors vjoining said hulls and laterally 'spacing them apart; rigid beams pivotally connecting the hulls at their front and rear ends substantially at their longitudinal axes; connectors each comprising a rod formed with spring coils, one adjacent to'each hull; core rods extending axially through the coils adjacent to the hulls respectively, and thence forward to the forward transverse beam and joined thereto, and a deck extending in the interval between the hulls mounted with its forward end upon the forward transverse bar and lodged upon the forward connectors.

7. In a catamaran, in combination with the two hulls, members laterally connecting said hulls, each comprising a rod formed with spring coils at two places in its length, such connectors being employed with the vmiddle portions of the rods which connect the coils occupying the interval between the hulls, and with the coils of each'connector axially alined with the corresponding coils of the other connectors, the connectors being arranged at intervals fore ,and aft of the hulls, a deck partially supported by such connectors in the interval between the hulls, an additional support for said deck com prising a comparatively rigid beam, and vhorizontal pivot pins projectingt'rom the ends of the respective hulls engaging horizontal slots in the beam.

8. In a catamaran, in combination with Copies of this patent may be obtained for` said hulls, each comprising a rod formed with spring coils at two places in its length,

extending aftfrom the motor, a support.l

for the rear end of the propeller shaft comprising a U-shaped hanger, the propeller shaft being lodged in the bend of said hanger and the endsthereof being pivotally hung from a member which connects kthe two hulls, and an operating connection adapted for swinging said hanger and the shaft which it carries, up above the water line.

In testimony whereof, I have hereunto set n my hand at Chicago', Illinois, this 19th day of May, 1911.

MARCUS PHILLIPS.

Witnesses z EDNA M. MACINTOSH, v LUCY I. STONE.

vevcentseach, by addressing the Commissioner of Patents Washington, D. C. 

